Air-brake system



Dec. 28, 192e. 1,612,058

Y J. N. ROCK ET AL AIR BRAKE SYSTEM Filed NOV. 26, 1924 .I5 SheeLS-Shee't l 7V v xi. 7'4/7.

Dec. 2s, 1926. 1,612,058 J. N. ROCK ET AL AIR BRAKE SYSTEM Filed Nov. 6, 1921! 3 Sheets-Sheet 2 1,612,058 J. N. ROCK ET Ax.

AIR BRAKE SYSTEM Filed Nov, 2Gg 1924 -s'heets-sheet a y MQ. $513' mmm/f W- Patented Dec. Z8, 1926.

UNITED sr All E FFI JACOB N. ROCK AND ELMER A. VAL, OF SALT LAKE VC'IY, UTAH.

AIR-BRAKE SYSTEM.

Application filed November 26, 1924.

This invention relates broadly to an improved air brake system, but it has more specific reference to anI auxiliary device, to be embodied in welly known and already existing systems, now used by prominent railroads ofy the country, the presence of this additional device permitting absolute and full controll of both engine and, train brakes.

More speciiically speaking, the present invention is an improvement upon l/estinghouse engine, tender and train brake equipment known as E. T. equipment of various kinds.

In carrying out the invention, we seek to improve upon a brake ot' this type, rather than to create a new one. lt therefore iiollows that the present invention relates particularly to supplemental means which is embodied in a brake system of the type speciliedf for enabling results heretofore not obtained to be positively accon'iplished.

ln air bralie systems oi the specilic kind mentioned, it is not possible to charge the auxiliary reservoir oi a train, while the brakes are set. ln order to accomplish this result, it is essential to release the train brake.A After a ull service application, it the `brakes tail to hold, the control of the same by the engi-neer would end, the only remedy being that the pressure retaining valve could be` closed, but this is only par-` tially eiliective. rEhen too, in a brake or' this type, an emergency application cannot be made, atter Vlull service application ot the brakes.

Contronted with the foregoing objection able features of the present day brake equipment, we propose to improve upon the same, by incorporating thereinto, either in the form of an attachment or otherwise, novel means, which will permit a train brake to be held set, while releasing the engine brakes, or to allow the train brakes to lrelease, while the engine brake is set, the 1m provements being so constructed and placed, as topermit application or release ol the train brake or engine brake independently of each other, or both at the same time.

lVhile the improved device could be embodied inthe existing brake system, in some other manner, we have shown the same in the form of an attachment` and when it is understood, it will be seen that we provide first a slightly modified conventional distributing valve, second, a modified and improved Serial No. 7525375.

independent brake valve; and further, au1

chamber ot' the distributing valve, extends to, and is manually controlled bythe independent brake valve, and extends 'from the latter to, and has communication withv the triple valve through the medium of an automatic pressure controlled auxiliary valve. It is not essential, however, that the-independent valve be present in this arrange ment.

The eil'ect of this arrangementy is that' a means is ailorded, for permitting what may be referred to as a straight application of air from the main reservoir through the triple valve, and into the brake cylinder for maintaining the brakes set, for a predetermined time and for permitting simultaneous recharging of the` auxiliary reservoir.

ln order to. enable a clear comprehension oi' the invention to be had, we have illustrated the same, embodied inan air brake system of a conventional type.

In the accompanyng drawings Figure l is a diagrammatic view, partly in` section, and partly in elevation, showing our improved air brake system.`

Figure 2 is an enlarged elevational view, with a portion broken away, and shown in section, illustrating a conventional Westinghouse distributing valve in the release4 or running position modified to adapt it or use with the present device and showing open communication between the application chamber and valved by-pass.

Figure 3 is a view, like Figure 2, showing the distributing valve in emergency position with the slide valve closing communication between the application chamber and the valved by-pass.

Figure l is an endV elevation of a: conventional orm of triple valve, showing the auxiliary valve attached thereto/ Figure 5 is a side elevation of the tri-ple valve, showing the auxiliary valve in section with the exhaust port oi' the` latter covered.

Figure 6 is a detail perspective view of an. equalizing slide valve, of the type employed in the distributing valve, seen in Figures 2 and 3, both parts being c0nventional, but supplied with additional ports.

Figure 7 is a sectional view, partly in elevation, showing a diderent embodiment of distributing valve, modified in accordance with the present invention.

Figure 8 is a detail section of the manually operated control valve, which may constitute a part of the independent bralre valve, and

Figure 9 is a bottom plan view of the movable port controlling disc of the last named valve.

Directing attention first to Figure 1, it will be seen, as before stated, that a diagrammatic view of the improved air brake system is shown.

In this ligure, most of the parts seen are conventional, and it is obvious that the reference character D, designates generally a conventional form of distributing valve. A denotes a common automatic brake valve, while the letter l represents generally the engineers independent brake valve. Equalizing valves, gauges, cut olf cocks, and a pressure retaining valve are among the well known details constituting a part of the disclosure here made. In carrying out the present invention, the distributing valve and the independent bralre valve are preferably reconstructed or modified, this being' essential so far as the distributing valve is concerned, but not necessary, so far as the independent brake valve is concerned. Also, the letters T. V. designate a conventional triple valve.

ln the showing, this triple valve is left unchanged, in so far as the internal construction is concerned. is the improved de.- vice is entirely supplemental to the brake system now used, we wish it to be understood that the improvement adds to the eiliciency of both the independent and automatic brakes, wit-hout lessening the efficiency of either, at any time, or under any conditions.

As before stated, the improved structure might be broadly referred to, as a valved by-pass extending from a source of compressed air supply to the triple valve, for communication with a brake cylinder, in association with the latter. The by-pass, however, is actually composed of a number of sections of pipes. rPhe first section is designated by the reference character 1, and this extends from the distributing valve D (see Fig. 1) to the independent brake valve l. Extending from the latter is another section 2, which, through the medium of a coupling 2 connects with a short section 8, leading to a pressure gauge d1. Extending downwardly from the coupling 2 is a section 5, which connects at the bottom with a horizontal section 6. The section 6 is equipped at one end with a flexible coupling tube 7, detachably connected or coupled with a complementa! flexible tube 8. yThe latter is connected with another section of pipe 9, which in turn connects with a branch 10, leading to an automatic pressure controlled auxiliary valve 11, in association with the aforesaid triple valve T. V. The section 6 may be considered as an auxiliary brake pipe, extending alongside of the main brake pipe of one car, while the section 9 may be considered as a corresponding part of an adjoining car.

The by-pass or auxiliary brake pipe leads from and is under predetermined conditions, in comnnuiication with the application chamber 12 of the distributing valve D. In the present instance, the valve D must be modified by providing a passage 13, extending from this chamber and communicating with the slide valve seat 11i. A, branch passage 15 extends from the valve seat and Ais controlled by the slide valve and communicates with the horizontal branch 16, which connects with the aforesaid pipe section 1. inasmuch as the distributing valve may vary in construction, we have also shown additional forms in Figures 2, 3, and 7. The distributing valve in Figures 2 and 3 is designated by the reference character 17, and is in the forni of a single casting, and the web portion existing between the application chamber and slide valve chamber is bored to provide a passage 18 connecting ythe application chamber to the slide valve chamber and through the medium of pipe section 1 passage 19. While it is true that the boring web connects the application chamber and slide valve chamber so far as the cylinders in the casting are concerned, it must be so constructed that no air from the application chamber enters into the slide valve chamber, but must pass through the valve seat and on through the pipe 'l without entering into the slide valve chamber. rlhe air follows the course indica-ted by the arrows.

ln Figure 7 we show a different type of distributing valve which is made up of the parts 2G and 21, respectively, joined together y piping 22. The pipe 23 is ours-and requires the provision of an additional port or passage in the part 21. Likewise, the part 2l is provided with branches 2&1- and 25, for conductingair from the valve into the auxiliary conducting pipe l.

Shown in Figure 5 is an equalizing slide valve 27, the part 26 of which is provided with an additional opening 28, and the part 29 of which is provided with ports 30, to register therewith at the proper time.

l'.ll'liis, it will be seen that in carrying out the invention, we must provide a modified or improved distributing valve.

it is also desirable to provide an appropriate manually ope ated controlling valve, for permitting flow of air through the auxiliary conduit, only at the proper time.

While this control valve could be separate and independent, and arranged at some other place, we prefer to associate it with the indelll() lill pendent brake valve Iz' Directing attention to Figure 8, it will be seen that in` accomplishing this result, the movable disc 31 of this valve is provided with tivo additional Vder side olA the disc 36 is a casting 37, provided With spaced parallel bores 38, and 39, with -Which the branches l and 2 of the auxiliary conduit or by-pass pipes connect. The bore 39 aliords communication With the ecpializing valve chamber 40, gauge 41, and equalizing reservoir 42.1 This arrangement permitsK a graduated releasethroughthe auxiliary control brake valve ofthe air in the brake cylinders, While the automatic brake valve is in charging or holding position.

Considering further the aforesaid auxiliary pressure controlled valve l1, and directing attention to Figures 4 and 5, it will be seen that the same comprises a casing of the shape shown at 43, provided with an exhaust passage 44, and a slide valve chamber 45. The branch pipe l0 leads to the chamber 45. A. slide valve,indicated generally by the numeral 46, is operable in this chamber,- and serves to automatically control the passage of air through this auxiliary valve. a port 47, for cooperation with the exhaust 44. The Wall of the valve chamber is provided ivith a. feed groove 48, and When the air moves the valve to a predetermined position toward the left, it is obvious that air passing from the pipe 10 escapes by the groove to the left hand side of the slide valve head. It is then free to pass fromthe valve casing 43,: through a laterally disposed pipe 49, which, in the present instance, is connected to the exhaust port of the triple valve T. V. A pipe connects with the exhaust and leads to apressure retaining valve not shown). Here it might be stated that the pressurcretaining valve is not essential, in viewv of the improved construction.

Frein the foregoing, it is obvious that Wesiinply extend a. conduit from the distributing valve to the independent valve, Where there is a supplemental port for control-` ling the passage of air therethrough. The conduit leads from this control valve to the auxiliary automatically operating valve carried by the triple valve, and at a predetermined time, air is permitted to pass through the auxiliary valve, and also through the triple valve, into; the brake cylinder. As-

before stated, the presence oiC the independent control valve is not essential.

Here is an illustration of the practical application of the system.

In making a stop, the `engineer' makes a The valve is provided with reduction in the` brake pipe or train line,

vthrough the use of the automatic brake valve. The distributing vvalve controlsV the flow of'airirom the main reservoir to the brake cylinders or' the engine,"and also automatically controls` the tlovv of air through the auxiliary conduit, which ive have provided; Thus, thehair passing through the independent brake valve, which is normally in running position charges theauxiliary conduit Withmthe same pressure as in the engine brake cylinder. The valve. 46infthe casing 43 isthus orcedin a directionLroin right to left. Air escapingy bythe groove 48 iills the chamber-45, on opposite sides: of the valve head. Now, when the exhaustiport of the triple valve is opened, directa communica-tion is aliorded between theauxiliary valve and brake cylinder'. Hence in a: measure, a direct air lineis extended from the main reservoir to the brake'cy-linder, Vfor holding the brakes set, atvvhich. time the auxiliary reservoir may be simultaneously charged. Instead of holding the engineers automatic brake lvalve, in lap i position, which is necessary in the existing brake system, to hold the train brakes set, it should be put in'release, andthen intoholding position to prevent overcharging the train line, and thus charge the auxiliary reservoir. In the usual system this would release the brakes. It there is greater pressure inA any one of the brake cylinders of a. train than in the auxilary conduit or by-pass, it will force the slide valve of the auxiliary valve llyto al position to permit air to exhaust, until the pressure is equalized, and if any cylinder has less pressure thanv the auxilary conduit, the pressure from-.the latter ivill force the piston 46 ahead and charge the brake cylinder to equal pressure. This equa-lining feature will supplyv all leaks that may occur in the brake cylinder. andthe airz in the auxiliary conduit is drawn from the ina-in reservoir ina constant supply.

The operation through the independentV brake valve, as improved, is-as follows:

llhen it. is desired to release they train brake, Without releasingA the engine brake, the handle on the control brake valve is turned to release position, as indicated `in Figure 9, thus placinglthe port or groove 33 over and in communication with the ad-V Y siderably less pressure than an automatic application.

From the foregoing arrangement, it is obvious that the brake may be made a continuous brake in operation, the pressure in all of the brake cylinders being equalized either in automatic or independent application, Vsupplying air to the brake from the mainreservoir. Stops can be made quicker and smoother, either in single cars or trains, and the sliding of the Wheels is reduced to a minimum, and an altogether quicker and better stop can be made. rEhe system is always fully charged for emergency stops,

either on up-grades, doivn grades, or le els,

saving all of the air that is now wasted in descending grades, and thereby relieving the air pump of all excessive Work. 'l` ie pump is not called upon to do any more vvorlron down gradesv than on an up grade, and no air is Wasted except that Which lealrs and used in releasing the brakes. The brake or brakes can be released automatically or independently as desired, and graduated oi' either with the independent or brake valve.

In the ordinary piston, the automatic brake valve alone permits the brakes on both automatic the engine and train to be set simultaneous only, but allows them to be released sim` taneously or separately. system noiv in use the independent valve permits the engine and tender brakes only to be set or released. By use of our device, Which, as stated is incorporated into the ordinary brake system, the. independent brake Valves both, or either train and engine brakes may be set or releasetL separately or simultaneously as desired and as conditions demand. The automatic brake valve will remain the saine as ever, but our dei` ice gives to it the added function of holding the, brakes on the train set While recharging the auxiliary reservoir. By placing the control valve on the engine side of the distributing valve instead on the same side, no auxiliary reservoir for it is necessary as it draws air direct from the application chamber and the brake cylinders, which have capacity enough to maire additional storage. unnecessary. Y

The other features and advantages of the invention have undoubtedly been made apparent from the foregoing description, taken in connection with the drawing.

Therefore, a more vlengthy description is deemed unnecessary.

Moreover in the lautomatic brake valve, connections between said brake valves, and a triple valve in association therewith; of a valved by-pass between said distributing valve and triple valve for permitting air to be supplied directly from the main reservoir into and through Vthe triple valve to be injected into a brake cylinder.

An air brake system of the class described embodying a distributing Valve adapted to receive its air supply .from a main reservoir, an independent brake valve, a supplemental control valve in association with said :independent brake valve, a triple valve, an auxiliary valve communicating with the exhaust port of said triple valve, an d a conduit leading from said distributing valve to said control valve, from the latter to said auxiliary valve; said auxiliary valve being automatic in operation.

ln an air brake system of the class described, a triple valve embodying a slide valve chamber and having a port communieating with said chamber, an auxiliary valve embodying a fluid chamber having a discharge port in one side communicating With said port, and being provided With an exhaust passage leading from the central portion of said chamber, a pressure controlled slide valve in said last named chamber, and a valved fluid supply pipe communicating with one end of said chamber.

5. lin air brake system of the class described embodying an auxiliary air supply conduit, and a manually operated control valve for said conduit embodying an equalizing valve, and an equalizing reservoir.

6. ln an air brake system of the class described, an auxiliary fluid supply conduit,

and an independent brake valve vvith Which said conduit is connected, said independent brake valve embodying .relatively movable discs 'for controlling the passage of air through said conduit, said conduits being provided .vith auxiliary ports and passages.

in testimony whereof We afiix our signatures.

JACOB N. ROCK. ELMER A. VAIL. 

